Patent application title: HYBRID AIRSHIP

Abstract:

A hybrid airship comprises a non-rigid body having a delta-wing shape and
an airfoil cross-section. The body is shaped for generating aerodynamic
lift during forward flight, and contains a gas for generating buoyancy
lift. At least one splitter plate is pivotally connected along a trailing
edge of the body. The splitter plate is configured to be controllably
pivoted for controlling the airship.

Claims:

1. A hybrid airship comprising:a non-rigid body having a delta-wing shape
and an airfoil cross-section, the body shaped for generating aerodynamic
lift during forward flight, and containing a gas for generating buoyancy
lift; andat least one splitter plate pivotally connected along a trailing
edge of the body, the splitter plate configured to be controllably
pivoted for controlling the airship.

2. A hybrid airship according to claim 1, further comprising a control
system for controllably pivoting the splitter plate.

3. A hybrid airship according to claim 2, wherein the control system for
controllably pivoting the splitter plate comprises an actuator.

4. A hybrid airship according to claim 3, wherein the actuator is an
electric motor.

5. A hybrid airship according to claim 1, wherein the splitter plate is
connected to an inner shaft, the inner shaft being rotatably housed in an
outer shaft mounted to the body.

6. A hybrid airship according to claim 5, further comprising a control
system for controllably pivoting the splitter plate and the inner shaft
within the outer shaft.

7. A hybrid airship according to claim 6, wherein the control system for
controllably pivoting the splitter plate comprises an actuator.

8. A hybrid airship according to claim 7, wherein the actuator is an
electric motor.

9. A hybrid airship according to claim 5, wherein the outer shaft is
mounted to the body by load patches.

10. A hybrid airship according to claim 1, wherein the trailing edge of
the body is rounded.

11. A hybrid airship according to claim 1, further comprising at least one
fin extending from the body for providing at least one substantially
vertical stabilizer.

12. A hybrid airship according to claim 1, further comprising at least one
ballonet within the body configured for being vented to the exterior of
the body.

13. A hybrid airship according to claim 1, further comprising a gondola
comprising cockpit controls for controlling the pivoting of the splitter
plate.

14. A hybrid airship according to claim 1 further comprising a propulsion
system.

15. A hybrid airship according to claim 1, further comprising a
photovoltaic panel disposed on the body.

16. A hybrid airship according to claim 15, further comprising a power
storage system configured to store photovoltaic electricity generated by
the photovoltaic panel.

17. A hybrid airship according to claim 1, further comprising at least one
display panel disposed on the body.

18. A hybrid airship according to claim 1, wherein the airship is
dimensioned to be stably flown in a tethered state.

19. A hybrid airship according to claim 1, wherein the splitter plate
comprises a honeycomb construction.

20. A splitter plate for a hybrid airship configured to be pivotally
connected along a trailing edge of a body of the hybrid airship, the
splitter plate configured to be controllably pivoted for controlling the
airship.

21. A splitter plate according to claim 20, further comprising a control
system for controllably pivoting the splitter plate.

22. A splitter plate according to claim 21, wherein the control system for
controllably pivoting the splitter plate comprises an actuator.

23. A splitter plate according to claim 22, wherein the actuator is an
electric motor.

24. A splitter plate according to claim 20, wherein the splitter plate is
connected to an inner shaft, the inner shaft being rotatably housed in an
outer shaft mounted to the body.

25. A splitter plate according to claim 24, further comprising a control
system for controllably pivoting the splitter plate and the inner shaft
within the outer shaft.

26. A splitter plate according to claim 25, wherein the control system for
controllably pivoting the splitter plate comprises an actuator.

27. A splitter plate according to claim 26, wherein the actuator is an
electric motor.

28. A splitter plate according to claim 24, wherein the outer shaft is
mounted to the body by load patches.

29. A splitter plate according to claim 20, wherein the trailing edge of
the body is rounded.

30. A splitter plate according to claim 20, wherein the splitter plate
comprises a honeycomb construction.

Description:

FIELD OF THE INVENTION

[0001]The present invention relates generally to aircraft and particularly
to a hybrid airship.

BACKGROUND OF THE INVENTION

[0002]Hybrid airships are generally defined as airships that combine the
characteristics of heavier-than-air aircraft (e.g. "fixed-wing" aircraft,
such as airplanes) and conventional airships (e.g. blimps). Hybrid
airships generate lift through both airfoil-based aerodynamics and
internal buoyancy, and consequently they possess a number of the
advantageous features of both fixed-wing aircraft and conventional
airships. For example, hybrid airships can provide the extended
operational range and the greater endurance and fuel efficiency of
conventional airships, with the maneuverability and higher speeds of
fixed-wing aircraft.

[0003]Hybrid airships have been designed in both rigid and non-rigid
forms. A non-rigid hybrid airship typically comprises an inflatable body
formed of a flexible material and has an airfoil-shaped cross-section.
The non-rigid hybrid airship is buoyed by a lighter-than-air gas such as
helium that is contained within the body. In contrast, rigid hybrid
airships comprise a (non-inflatable) rigid body that is made of a
comparatively stiff material, such as aluminum, and having an
airfoil-shaped cross-section and containing a lighter-than-air gas for
buoyancy. Non-rigid hybrid airships are typically simpler and more
economical in design and construction than their rigid counterparts, and
often require a lower cost of maintenance.

[0004]Several non-rigid hybrid airships have been disclosed. For example,
U.S. Pat. No. 6,196,498 to Eichstedt et al. discloses a non-rigid,
semi-buoyant airship that includes a pressure stabilized gasbag having
front and rear ends and an aerodynamic shape capable of producing lift. A
horizontal tail surface is mounted outboard of the rear end of the
gasbag, having a trailing edge extending outward along a horizontal axis
from each side of a longitudinal axis of the gasbag. The gasbag further
includes a plurality of vertical catenary curtains attached between the
top and bottom surfaces of the gasbag.

[0005]U.S. Pat. No. 7,093,789 to Barocela et al. discloses a hybrid
airship including a plurality of helium filled gas envelopes, and an
all-electric propulsion system having the shape of a delta-wing. In some
embodiments, the airship may be launched using buoyancy lift alone and
aerodynamic lift may be provided by the all-electric propulsion system. A
photovoltaic array and a high energy density power storage system may be
combined to power the propulsion system. A non-rigid hybrid airship
embodiment is disclosed.

[0006]A non-rigid airship comprises an inflatable body made of a flexible
material and which, by virtue of this construction, has rounded edges.
While rounded edges are desired for most surfaces of the airfoil-shaped
body, such as the leading edge, rounded edges on the trailing edge of the
airfoil present an edge that is aerodynamically "blunt", and can give
rise to a region of turbulent flow separation behind this trailing edge.
Flow separation contributes to the overall aerodynamic drag of the
airship, specifically the "base drag", and also prevents traditional
control surfaces, such as ailerons or elevators, from operating
effectively within this separated flow region.

[0007]More specifically, traditional control surfaces rely primarily on a
sharp trailing edge to which the flow may remain attached, so as to
maintain the Kutta condition at the trailing edge (in the field of
aerodynamics, the Kutta condition refers to the flow pattern that arises
when fluid flowing around a body having a sharp edge approaches this edge
from both directions, meets at the edge, and then flows away from the
body; none of the fluid flows around the edge or remains otherwise
attached to the body). The control surface of a conventional airfoil,
when deflected, produces a change in the pressure distribution along the
entire upper and lower surfaces of the wing. In contrast, a rounded
trailing edge gives rise to significant flow separation, for which the
Kutta condition cannot be maintained.

[0008]The installation of a traditional control surface on a rounded
trailing edge could potentially result in flow around the trailing edge
rather than flow leaving tangentially from the airfoil surface.
Additionally, the attachment of a traditional conventional control
surface to a rounded trailing edge would require cutting into and
providing a hinged panel within the rounded edge. Such a modification of
a rounded trailing edge would increase both the complexity and the cost
of the airship.

SUMMARY OF THE INVENTION

[0009]Accordingly, in one aspect there is provided a hybrid airship
comprising: [0010]a non-rigid body having a delta-wing shape and an
airfoil cross-section, the body shaped for generating aerodynamic lift
during forward flight, and containing a gas for generating buoyancy lift;
and [0011]at least one splitter plate pivotally connected along a
trailing edge of the body, the splitter plate configured to be
controllably pivoted for controlling the airship.

[0012]According to an embodiment, the airship further comprises a control
system for controllably pivoting the splitter plate. In one form, the
control system comprises an actuator. In another form, the actuator is an
electric motor.

[0013]According to another embodiment, the splitter plate is connected to
an inner shaft, the inner shaft being rotatably housed in an outer shaft
mounted to the body. In one form, the outer shaft is mounted to the body
by load patches.

[0014]In another aspect, there is provided splitter plate for a hybrid
airship configured to be pivotally connected along a trailing edge of a
body of the hybrid airship, the splitter plate configured to be
controllably pivoted for controlling the airship.

BRIEF DESCRIPTION OF THE DRAWINGS

[0015]Embodiments will now be described more fully with reference to the
accompanying drawings in which:

[0016]FIG. 1 is a perspective view of a hybrid airship, according to an
embodiment of the present invention;

[0021]FIG. 6 is a partial cross-sectional top view of the airship of FIG.
1;

[0022]FIG. 7 is a cross-sectional front elevation view of the airship of
FIG. 1;

[0023]FIG. 8 is a cross-sectional side elevation view of the airship of
FIG. 1;

[0024]FIG. 9 is an enlarged perspective view of a splitter plate of the
airship of FIG. 1;

[0025]FIG. 10 is a magnified perspective view of a portion of the splitter
plate of FIG. 9;

[0026]FIG. 11 is a magnified perspective view of another portion of the
splitter plate of FIG. 9;

[0027]FIGS. 12a to 12e are top plan, front elevation, upper perspective,
side elevation, and lower perspective views, respectively, of an
alternative hybrid airship having a gondola;

[0028]FIGS. 13a to 13e are top plan, front elevation, upper perspective,
side elevation, and lower perspective views, respectively, of another
alternative hybrid airship having a gondola; and

[0029]FIGS. 14a to 14e are top plan, front elevation, upper perspective,
side elevation, and lower perspective views, respectively, of still
another alternative hybrid airship having display panels.

DETAILED DESCRIPTION OF THE EMBODIMENTS

[0030]Turning now to the figures, FIGS. 1 to 5 show various views of a
non-rigid hybrid airship, which is generally indicated by reference
numeral 20. Airship 20 has a delta-wing shape, as can be seen
particularly in FIG. 4. Airship 20 also has an airfoil-shaped
cross-sectional profile, as best seen in FIG. 2. As would be understood,
the airfoil-shaped profile enables hybrid airship 20 to generate
aerodynamic lift during forward flight. Hybrid airship 20 also comprises
an internal volume of gas having density lower than air, such as helium,
contained within for generating buoyant lift.

[0031]By "delta-wing" shape, it is meant that body 24 has a generally
triangular shape, as viewed from above. By "airfoil" cross-section, it is
meant that body 24 has a cross-sectional shape that is capable of
generating aerodynamic lift, and which is therefore similar in shape and
function to a wing of a standard airplane.

[0032]Airship 20 comprises a non-rigid, inflatable body 24 that is made of
a flexible sheet material. Body 24 comprises a nose 26 at the apex of its
leading edges having a generally semi-hemispherical shape, and body 24
also comprises a trailing edge 28.

[0033]FIG. 2 shows a side elevation view of airship 20 in which underside
30 is visible. Underside 30 comprises two fins 32 extending therefrom and
positioned towards the aft of body 24 near trailing edge 28. Each fin 32
has a rudder 34, and each rudder 34 is controllably pivotable around a
longitudinal axis. The two rudders 34 together provide substantially
vertical control surfaces for airship 20.

[0034]FIG. 3 is a front elevation view of airship 20, in which it can be
seen that each fin 32 extends generally downwardly from underside 30 of
airship 20.

[0035]The internal structure of body 24 of airship 20 is shown in FIGS. 6
to 8. The shape of body 24 is maintained against internal pressure by an
assemblage of webbings 38 and 40 and cables 42 and 44. Upper webbing 38
and lower webbing 40 are connected to respective upper and lower interior
surfaces of body 24. Upper webbing 38 and lower webbing 40 are connected
to each other by vertical cables 42, and by diagonal cables 44, as shown.
The assemblage of webbings 38 and 40, and cables 42 and 44 provides
internal strength to body 24 and serves to prevent significant
distortions of shape of body 24, allowing body 24 to maintain its
delta-wing and cross-sectional airfoil shapes during operation.

[0036]The interior of body 24 also comprises center ballonets 46 and
wingtip ballonets 48. Ballonets 46 and 48 are air-filled bags within the
interior of body 24. Ballonets 46 and 48 have flexible walls and are
vented to the exterior of airship 20 through respective valves 47 and 49
(not shown). Ballonets 46 and 48 and valves 47 and 49 enable the volume
of lighter-than-air gas contained within body 24 to expand and to
contract when airship 20 gains or loses altitude, respectively, during
which the flexible ballonets compensate by deflating and inflating,
respectively, as needed. This induced deflation and inflation of
ballonets 46 and 48 causes them to expel and intake air, respectively,
from the exterior of airship 20. Additionally, each of the valves 47, and
each of the two valves 49, can be controlled independently, enabling the
airflow into and out of each of the center ballonets 46 and into and out
of each of the wingtip ballonets 48 to be regulated. This feature is
particularly useful for controlling the roll of airship 20 when it is
moving at low relative air speeds, at which time the flight control
surfaces are less effective.

[0037]Turning now to the splitter plate system, FIGS. 4 and 5 show two
splitter plates 36 mounted along trailing edge 28 of body 24. In the
embodiment shown, splitter plates 36 are mounted on opposite sides of the
centerline of body 24. Each splitter plate 36 serves to provide control
of both the pitch and the roll of airship 20. Further details about the
structure and function of splitter plates 36 are discussed with reference
to FIGS. 8 to 11 below.

[0038]Each splitter plate 36 alters the aerodynamically-generated pressure
distribution on body 24, causing airship 20 to rotate, which in turn
results in a change in the attitude of airship 20. As body 24 is an
inflatable, non-rigid structure, trailing edge 28 of body 24 is rounded,
as shown in FIG. 8, and therefore presents an edge that is
aerodynamically blunt as compared to the trailing edges of conventional
airfoils, such as an airplane wing. This is a notable structural
difference between the "airfoil" cross-section of body 24, and the
cross-section of a standard airplane wing (it should also be noted that
despite this difference, body 24 is still capable of generating lift as a
result of its "airfoil" cross-sectional shape). Owing to this roundness
at trailing edge 28, the airflow around body 24 separates at trailing
edge 28 and generates a volume of turbulent flow separation in its wake.
Conventional flight control surfaces, such as elevators or ailerons used
on heavier-than-air aircraft, do not function properly in this region of
separated flow. This is due to the fact that conventional controls rely
on the flow being attached to their surfaces in order to affect the
change in pressure distribution over the entire lifting surface
(including the control surface). If flow separates on the lifting
surface, such that the control surface is in separated flow, it can no
longer function effectively (note that this differs from the principle of
a splitter plate aft of a blunt trailing edge, which acts to modify the
base pressure). Additionally, such conventional control surfaces would be
difficult to attach to the trailing edge 28 of non-rigid body 24. This is
due to the fact that Traditional aircraft control surfaces typically take
the form of panels of the wing that are cut out and hinged. In the
present case, body 24 is inflatable and cutting a section is infeasible.
Moreover, if it were attempted, the blunt trailing edge 28 would result
in ineffective control surfaces due to flow separation.

[0039]Splitter plates 36 each have flat, planar shape and, despite the
flow separation occurring with the wake of trailing edge 28, each
splitter plate 36 can effectively alter the aerodynamically-generated
pressure distribution within this region and acting on body 24 when
pivoted about an axis parallel to trailing edge 28. More specifically,
the presence of splitter plate 36 modifies the separated wake aft of the
trailing edge such that, when deflected, a pressure difference is created
both between opposite sides of the surface of splitter plate 36, and aft
of trailing edge 28. The pressure difference alters the aerodynamic
pressure distribution on body 24, so as to cause a rotation of airship
20. The magnitude of this pressure difference is proportionally related
to the angle between splitter plate 36 and body 24, as verified by
preliminary research and experimentation. Thus, as the angle of each
splitter plate 36 relative to body 24 can be varied, similarly to an
elevator or to an aileron used with a conventional airfoil, splitter
plates 36 provide moveable flight control surfaces for airship 20. In the
embodiment shown, the flight control surfaces of airship 20 comprise
splitter plates 36 and rudders 34.

[0040]FIGS. 9 to 11 show magnified views of splitter plate 36 in greater
detail. Splitter plate 36 is mounted on body 24 at trailing edge 28. Each
splitter plate 36 is affixed to an inner shaft 54, which has a
longitudinal axis defining the pivot axis of splitter plate 36. Splitter
plate 36 is pivoted around this pivot axis by an actuator 60, which is
connected to a first end of inner shaft 54 and is mounted on outer shaft
56. Actuator 60 is an electric motor.

[0041]Splitter plate 36 has a flat structure and, in the embodiment shown,
has a lightweight composite construction having a honeycomb core
comprised of any lightweight stiff material, including polymer-based
composites and low density metals and metal alloys. In the embodiment
shown, splitter plate 36 has a length and width of approximately 1/6 d
and 1/24 d, respectively, where d is shortest distance from the trailing
edge 28 to the imaginary point at which the two leading-edges of body 24
would intersect, if the rounded nose 26 were not present. The thickness
of splitter plate 36 is approximately 1/10 the value of the width, or
approximately 1/240 d.

[0042]FIG. 10 shows a free end of inner shaft 54. Splitter plate 36 is
connected to inner shaft 54 by bracket 64. Inner shaft 54 is housed
co-axially within outer shaft 56, in which inner shaft 54 is free to
rotate and thereby defines the pivot axis of splitter plate 36. Outer
shaft 56 is fastened to body 24 by load patches 66. Each load patch 66 is
itself attached to an outer surface of body 24, and has a single free
edge having a plurality of grommets 68. Grommets 68 of adjacent load
patches 66 are secured together with lacing 70, thereby enabling outer
shaft 56 to be fastened to body 24, and in turn to be mounted to body 24.

[0043]FIG. 11 shows the connection of the actuator to the splitter plate.
Actuator 60 is mounted on mounting plate 72, which is itself connected to
outer shaft 56. It may be appreciated that this configuration enables
inner shaft 54 to be rotatably driven around its pivot axis within outer
shaft 56 by actuator 60. In the embodiment shown, actuator 60 is an
electric motor, which can be operated in either a forward or a reverse
direction, and which in turn allows splitter plate 36 to be raised or
lowered with respect to body 24. In this manner, splitter plate 36
functions as a moveable control surface for airship 20. Splitter plate 36
may also be described as having a neutral position, in which splitter
plate 36 is oriented essentially coplanar with the chord of body 24.
Movement of splitter plate 36 by actuator 60 is enabled by an electrical
signal supplied to actuator 60 through cables 62, which are housed in an
electrical cable sheath 63, and which are connected to a gondola 80 of
airship 20.

[0044]As mentioned above, the pivoting of splitter plate 36 up or down
around its pivot axis alters the aerodynamically-generated pressure
distribution on body 24, so as to cause a rotation of airship 20 while in
forward flight (i.e. when air is moving over body 24 from the
leading-edge to the trailing-edge 28). When both splitter plates 36 are
pivoted in the same direction, splitter plates 36 function to control the
pitch of airship 20, defined as a rotation of airship 20 about its
lateral axis. When each of the two splitter plates 36 is pivoted in an
opposite direction from the other, splitter plates 36 function to control
the roll of airship 20, defined as a rotation of airship 20 about its
longitudinal axis. Here, the longitudinal axis of airship 20 is defined
as an imaginary line collinear with the chord of body 24, and the lateral
axis of airship 20 is defined as an imaginary line perpendicular to the
longitudinal axis of airship 20 and passing through the center of mass of
its vertical plane of symmetry.

[0045]FIGS. 12 to 14 show the hybrid airship of the present invention in a
variety of embodiments. FIGS. 12a to 12e show a variety of views of an
embodiment of an airship 120 equipped with both a gondola and a
propulsion system. Gondola 180 is positioned underneath the body of
airship 120, and specifically, on the underside of airship 120. Gondola
180 comprises a system for piloting airship 120 and, in the embodiment
shown, gondola 180 comprises cockpit controls that are operated by a
manned flight crew. Airship 120 also comprises a propulsion system and,
in the embodiment shown, the propulsion system comprises two engines 184
which are each affixed to the port and starboard side of gondola 180.
Each engine 184 provides thrust to propel airship 120 in a forward
direction. Each engine 184 may also provide reverse thrust for airship
120 as needed, for example, to provide braking or to facilitate
maneuvering during landing.

[0046]FIGS. 13a to 13e shows a variety of views of an embodiment of an
airship 220 of the present invention, equipped with a gondola 280, a
propulsion system comprising two engines 284, and a photovoltaic panel
286. Photovoltaic panel 286 is positioned on the upper surface of the
body of airship 220, and enables airship 220 to generate photovoltaic
power, and specifically photovoltaic electricity. Solar panel 286 is also
connected to a power storage system 288 (not shown) and, in the present
embodiment, storage system 288 is a battery array contained within
gondola 280. Power storage system 288 stores photovoltaic electricity
generated by photovoltaic panel 286 for later use to power, for example,
the movement of the flight control surfaces, including rudders 234 (not
indicated) and splitter plates 236 (not indicated), the engines 284 of
the propulsion system, the valves 247 and 249 (not shown) of respective
center ballonets 246 and wingtip ballonets 248 (not shown), as well any
cockpit controls, avionics, and environmental and climate controls of
gondola 280, and any other functions associated with operation airship
220 that require electrical power.

[0047]FIGS. 14a to 14e show a variety of views of an embodiment of an
airship 320 of the present invention, equipped with a gondola 380, two
engines 384, a photovoltaic panel 386, and display panels 390. Each
display panel 390 is positioned on an underside of the body of airship
320. In the embodiment shown, each display panel 390 is an electrically
powered liquid-crystal display. Each display panel 390 can be used to
display, for example, dynamic video images and/or static video images,
both of which may be viewed by any person or persons to which airship 320
is visible. For example, display panels 390 may be used for displaying
content, such as advertisements, news information, news text, corporate
logos, sponsorship information, and the like. Display panels 390 may also
be used for the purposes of illumination of the environment surrounding
airship 320, such as, for example, to provide illumination of the ground
during take-off and landing to assist the piloting of airship 320, or to
provide illumination of the exterior of airship 320 for the benefit of
persons to which airship 320 is visible.

[0048]The combination of both aerodynamic lift and buoyant lift enables
the non-rigid airship of the present invention to function as a hybrid
airship, and to have operational characteristics of both a fixed-wing
aircraft and an airship. For example, the airship is capable of remaining
airborne at a low relative air speed, and thereby requires a propulsion
system of only modest power. Similarly, the airship is capable of
becoming airborne at a low air speed, enabling the airship to take off
from a runway of relatively short distance. The airship disclosed herein
also combines the fuel efficiency and long endurance that are
characteristic of known airships, with the maneuverability and higher
speed of fixed-wing aircraft.

[0049]The unique operational characteristics of the disclosed non-rigid
hybrid airship render it especially well-suited for servicing remote
regions. Examples of such remote regions may include any region in which
infrastructure for supporting conventional transportation, such as roads
for trucking or stations for landing and refueling, may not be available,
such as in undeveloped or uninhabited areas, for example. These regions
may include arctic regions, jungle regions, and desert regions.
Additionally, the special handling and aeronautical properties of the
airship of the present invention enable it to both land and take off
within a short distance, such as, for example, a soccer field, or any
clearing of similar dimensions. The airship of the present invention
generally has a longer range (i.e. without refueling) than most
heavier-than-air aircraft, including helicopters, and also boasts a
modest landing and take-off requirement. Owing to its simple and
inflatable construction, the airship disclosed can be readily maintained
and/or repaired "in the field" by personnel who are not necessarily
highly technically trained or skilled, and in the absence of advanced
repair and maintenance facilities.

[0050]Importantly, the airship described above is aerodynamically stable
in a tethered state, and can therefore be flown in absence of any
propulsion. This feature is consistent with the ability of the airship to
become and to remain airborne at low relative airspeed, as described
above. This enables a number of unique applications for the above
described airship, including as a tethered aerostat, such as for the
purposes of displaying either information or illuminative light from the
display panels, or for airborne measurements, detection, sensing, and the
like.

[0051]While the above-described embodiments are directed to an airship
having two splitter plates, in one embodiment, the airship may have any
number of splitter plates greater than two.

[0052]While the above-described embodiments are directed to an airship
having two fins extending from the body, in one embodiment, any number of
fins may extend from the body.

[0053]While the above-described embodiments are directed to an airship
having fins extending from the underside of the body of the airship, in
one embodiment, the fins may extend from the top side of the body. In
another embodiment, the fins may extend from both the underside of the
body and from the top side.

[0054]While the above-described embodiments are directed to an airship
having a gondola intended to be manned by persons piloting cockpit
controls of the airship, in one embodiment, the airship may be piloted
unmanned such as, for example, by remote control.

[0055]While the above-described embodiments are directed to an airship
having a gondola positioned outside of the body of the airship, in one
embodiment, the gondola may be positioned inside the airship.

[0056]While the above-described embodiments are directed to an airship
that may be flown as a self-propelled aircraft, in one embodiment, the
airship may be tethered and flown in a tethered state without
self-propulsion. As may be appreciated, this feature is enabled from the
inherent stability of the airship at low relative airspeeds.

[0057]While the above-described embodiments are directed to an airship
comprising gas of lower density than air that is helium, in one
embodiment, the gas may be hydrogen, or any other gas that enables
buoyancy of the airship in air.

[0058]While the above-described embodiments are directed to a hybrid
airship having ballonets equipped with independently controllable valves,
in one embodiment, the ballonets comprise at least one internal fan for
further controlling the flow of air both into and out of the interior of
the ballonet and the exterior of the airship.

[0059]While the above-described embodiments are directed to an airship
having a splitter plate equipped with an actuator that is an electric
motor, the actuator may be any actuator known in the art. In one
embodiment, the actuator is a pneumatic actuator.

[0060]Other methods by which the splitter plates are pivotally connected
to the body may be employed. For example, various configurations of load
patches and shafts may be employed that fall within the purpose and scope
of the invention described.

[0061]Although embodiments have been described above with reference to the
accompanying drawings, those of skill in the art will appreciate that
variations and modifications may be made without departing from the
spirit and scope thereof as defined by the appended claims.